The New Fiat Sedici - Engines and Transmissions | Part Five

Fiat Sedici

Fiat Sedici

Engines And Transmissions

The new Sedici goes on sale in the UK powered by a spirited 1.6 litre 16 valve petrol engine, mated to a five speed manual transmission. The range will be expanded in the summer with the arrival of Fiat’s acclaimed 1.9 litre 8v 120 bhp MultiJet turbodiesel with a six-speed manual gearbox.

The 1.9 MultiJet 120 bhp unit is fitted, as standard, with a particulate trap (DPF) that lowers fine particle pollution, and both powerplants easily meet stringent Euro 4 emission levels.

1.6 16v
  • 1586 cc
  • 4-cylinders, 16 valves
  • Power: 107 bhp @ 5600 rpm
  • Torque: 107 lb.ft @ 4000 rpm
  • Top speed: 106 mph
  • Acceleration 0-62 mph: 10.8 seconds
  • Fuel consumption: in town: 31.7 mpg
  • Out of town:46.3 mpg
  • Combined: 39.8 mpg
  • CO2: 173 g/km

This advanced long-stroke engine (with 78 mm bore and 83 mm stroke) features four-valve-per-cylinder technology with VVT variable valve timing to deliver a balanced combination of performance and economy.

By constantly adjusting both intake and exhaust valve timing and employing a sophisticated EGR Exhaust Gas Recirculation system that overlaps intake and exhaust valve opening, the engine delivers both abundant low-rev torque and spirited top-end performance.

The Sedici’s 1.6 litre VVT powerplant develops 107 bhp at 5600 rpm and 107 lb.ft of torque at 4000 rpm, accelerating the new Fiat from 0-62 mph in 10.8 seconds and producing a top speed of 106 mph, while still returning 39.8 mpg in the combined cycle and a CO2 rating of just 173 g/km.

1.9 MultiJet 8v
  • 1910 cc
  • 4-cylinders, 8 valves
  • Power: 120 bhp @ 4000 rpm
  • Torque: 206 lb.ft @ 2050 rpm
  • Top speed: 112 mph
  • Acceleration 0-62 mph: 11.2 seconds
  • Fuel consumption: in town:34.9 mpg
  • Out of town: 49.6 mpg
  • Combined: 42.8 mpg
  • CO2: 174 g/km
The MultiJet engine: a breakthrough in diesel technology

The common rail high-pressure direct injection diesel fuel system was designed and initially developed by the Fiat Group in the 1980s, with contributions from Magnetti Marelli and the Fiat Research Centre. It was handed over to Bosch for the final stages of development and industrial production in the early 1990s, and the first car to use the new system was the Fiat Group’s Alfa Romeo 156 JTD in 1997.

‘UniJet’, badged JTD, further revolutionised diesel engine design, allowing the proven Fiat JTD units to set new dynamic standards and compete head on with petrol engines across nearly all criteria, whilst still retaining the core diesel values of reliability, low maintenance, reduced CO2 emissions and exceptionally low fuel consumption figures.

In 2002, the Fiat Group was awarded the prestigious Economist Innovation Award (Energy and Environment category) for its ground-breaking work in developing the ‘common rail’ diesel technology that is now used by every major European car maker.

The sophisticated MultiJet technology of second-generation JTD engines differs from its UniJet predecessor in two essential areas; the injectors and the electronic control unit.

Within a UniJet engine, a pilot injection raises temperature and pressure inside the cylinder to improve combustion at the time of the main stroke. However, by dividing the main injection into a number of smaller injections, a MultiJet engine affords a fuller, more gradual combustion whilst the amount of diesel burnt at each stroke remains the same, thus promoting smoother, quieter combustion, reduced emissions and increased performance.

To facilitate multi-injection, the new injectors can both reduce the time lag between injections from 1500 to just 150 microseconds, and reduce the minimum quantity of fuel injected from 2 to less than 1 cu mm. In tandem, the new control unit modulates injection strategy continually to adjust to changes within three parameters; engine rpm, torque required at any given time by the driver, and coolant temperatures.

Thus, when coolant temperature is less than 60 degrees and torque requirement low, two small and one large injections are performed. As torque demand increases, the number of injections drops to two; one small and one large.

continues... | Part Six
Published 9 April 2006 Melanie Carter

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